Outboard engine structure

Abstract: An outboard engine structure is provided including an engine (7) mounted in an upper portion of an engine body case (4, 5), wherein an exhaust gas from the engine (7) is passed through an exhaust passage located vertically within the engine body case (4, 5), into a lower portion of the case and discharged into water. A catalytic converter (83) is positioned adjacent an oil pan (77) for said engine (7). The oil pan (77) is mounted in a suspended manner in an upper area within the engine body case (45) and incorporated in the middle of the exhaust passage. The catalytic converter (879 is fix to and supported on the oil pan (77) at an extension portion (77a) thereof. Thus, it is easy to place the catalytic converter (83) in the engine body case (4, 5) and moreover, the temperature of a catalyst is maintained at a suitable level by the transfer of heat from the oil pan (77), thereby providing efficient catalytic action.

Description: The present invention relates to an outboard engine structure detachably mounted at a stern for use to propel a boat or ship, and more particulary to an exhaust system thereof. The engine according to the present invention can be utilized not only as an engine for the outboard motor, but also as a general-purpose engine. In a common type of a prior art outboard motor, an engine (a vertical engine) having a flywheel provided at an upper end of a vertically directed crankshaft protruding from an engine block is mounted in an outboard motor body case which is mounted to boat body through an antivibration mount. Such types of the outboard motors are disclosed, for example, in Japanese Patent Application Laid-open Nos.191610/87, 192917/88 and 192918/88. In these outboard motors, a ring gear is mounted around an outer periphery of the flywheel, and a starter motor is mounted above a side of the engine and meshed with the ring gear. A driving pulley of a valve-operating wrapping type transmission is provided at an end of the crankshaft adjacent and below the flywheel. In usual, an igniting power source coil and a charging power source coil are accommodated in the flywheel to constitute a dynamo and hence, the flywheel is of a downwardly-turned bowl-like shape. In such prior art outboard motor, the heavy flywheel having a large inertial moment, which largely influences the determination of the gravity center position of the engine, is farther spaced upwardly from the antivibration mount. And the crankshaft end opposite from the flywheel is coupled to a driving shaft for transmitting a driving force to a propeller. Therefore, factors of a torsional vibration are increased to exert not a little influence to the selection of the antivibration mount and hence, the selection of the antivibration mount must be taken into special consideration. In addition, not only the flywheel but also a starter must be mounted above the engine. Therefore, the gravity center position of the engine becomes high, which increases the moment required during tilting-up of the outboard motor, and also limits the freedom of the disposition of other auxiliaries, especially, the disposition of an electric equipment box for accommodating a CDI unit and a plurality of coils, other auxiliaries such as intake system auxiliaries or the like, in the case of a multi-cylinder (3 or more) engine. Further, in a 4-cycle engine used in the outboard motor, the driving pulley of the wrapping type transmission is provided as a valve operating device at the crankshaft end adjacent the flywheel. But the crankshaft end requires a large diameter for mounting the flywheel. Therefore, the diameter of the driving pulley must be increased and as a result, a driven pulley adjacent a cam shaft is also increased in size and has a shape occupying an area near an upper portion of a cylinder head, bringing about an increase in size of an upper portion of a rear end of an engine cover spaced from a tilting shaft. However, this portion of the engine cover is liable to interfere with a boat body structure, when the outboard motor is turned upwardly about the tilting shaft and hence, the unnecessary increase in size of this portion is undesirable and inconvenient even in respect of a moment required for the turning of the outboard motor. A lower portion of the outboard motor body case is formed narrow in order to reduce the underwater resistance of a submerged portion of the case to the utmost and to provide a reduction in weight. Therefore, an engine having a good mountability to such outboard motor body case is desired. In Japanese Utility Model Application Laid-open Nos.21509/91 and 23609/91, there has been proposed an engine in which a crankshaft is directed vertically and a flywheel is provided at a lower end of the crankshaft protruding from an engine block. Such an engine includes a transmission connected to that lower end of the crankshaft which is provided with the flywheel. Thus, this engine can not be applied directly as an engine for use in the outboard motor, and such prior arts do not suggest any means capable of solving problems inherent in the engine of the above-described type for use in the outboard motor. In general, an outboard engine structure is constructed such that an engine having a crankshaft disposed vertically therein is mounted at an uppermost portion of an outboard engine structure body case whose lower portion is submerged in water. An output from the engine is transmitted to a propeller shaft through a drive shaft provided in a suspended manner within the engine body case to rotate the propeller, as described in, for example, Japanese Utility Model Application Laid-Open No. 93597/76. Exhaust gas from the engine is passed through an exhaust passage located vertically within the engine body case, into a lower portion of the case and discharged into water. In such an outboard engine structure, if an exhaust emission control catalytic converter is mounted in an exhaust system for purification, it is difficult to place and support the catalytic converter, because the exhaust passage is located within the engine body case, as described above, and the engine body case is formed into a narrow configuration in order to reduce the underwater resistance of the submerged portion of the. engine body case and to reduce the weight of the engine body case. It is an object of the present invention to provide an outboard engine structure including a catalytic converter mounted in an exhaust system, wherein the above difficulty is overcome. To achieve the above object, according to the present invention, there is provided an outboard engine structure comprising an engine mounted in an upper portion in an engine body case said engine (7) comprising a vertically orientated crankshaft (9), a flywheel being mounted thereon below the engine (7), wherein exhaust gas from the engine is passed through an exhaust passage located in a vertical direction within the engine body case, into a lower portion of the engine body case and is discharged into water. The engine includes an oil pan mounted in a suspended manner within the engine body case at an upper portion thereof, and a catalytic converter is juxtaposed along the oil pan and inserted in an intermediate portion of the exhaust passage, the catalytic converter being simply and firmly supported within the engine case by fixing the catalytic converter to an extension integral with the oil pan. With the above arrangement, the catalytic converter is mounted in that portion of the upper area within the engine body case which is near the engine mounting area and which is relatively narrow in width. Therefore, the catalytic converter is easy to place and is easy to connect to the exhaust passage. In addition, the catalytic converter is placed along the oil pan whose temperature reaches a moderately high temperature during operation of the engine. Therefore, the temperature of a catalyst can be maintained at a suitable level by the transfer of heat from the oil pan, thereby providing efficient catalytic action. The above and other objects, features and advantages of the invention will become apparent from the following description of preferred embodiments taken in conjunction with the accompanying drawings. Figs. 1 to 12 illustrate an embodiment of the present invention, wherein Fig.1 is a side view of the entire outboard motor; Fig.2 is a right side view of an engine; Fig.3 is a left side view of the engine; Fig.4 is a cross-sectional view of the engine; Fig.5 is a diagram illustrating a fuel supply system; Fig.6 is a view of an end of an engine block on the side of a cylinder head; Fig.7 is a vertical sectional view taken along various sections of the engine including an axis of a crankshaft; Fig.8 is an enlarged view of a portion shown in Fig.7; Fig.9 is a top view of an engine mount case; Fig.10 is a bottom view of the engine mount case; Fig.11 is a sectional view taken along a line 11-11 in Fig.7; and Fig.12 is a view of an end of the cylinder head on the side of a cylinder head cover. An embodiment of the present invention will be described with reference to Figs.1 to 12. Fig.1 is a side view of the entire outboard motor to which the present invention is applied. An outboard motor body 1 is mounted at a stern 3 through a mounting means 2. The outboard motor body 1 includes an outboard motor body casing 6 which comprises an engine mount case 4 and an extension case 5. An engine 7 is mounted on an upper portion of the outboard motor body casing 6 and covered at its upper portion with an engine cover 8. The open air is introduced into the cover 8 through an air intake port 8a. The engine 7 will be described hereinafter. A crankshaft 9 of the engine 7 is directed vertically, and a driving shaft 10 is connected to the crankshaft 9 and extends downwardly within the outboard motor body casing 6. The driving shaft 10 is connected at its lower end to a propeller shaft 12 through a forward and backward movement changing device 11. A propeller 13 is rotatively driven by an engine power transmitted thereto through the crankshaft 9, the driving shaft 10, the forward and backward movement changing device 11 and the propeller shaft 12. The mounting means 2 includes a bracket 15 fixed to the stern through bolts 14, and a swivel case 17 pivotally mounted on the bracket 15 for vertically swinging movement through a tilting shaft 16 provided at a front end of the bracket 15 to extend transversely. A swivel shaft 18 is rotatably carried in the swivel case 17 in a vertically directed manner. The outboard motor body casing 6 is connected to the swivel shaft 18 through upper and lower connecting members 19 and 19a. Thus, the outboard motor body casing 6, i.e., the outboard motor body 1 is vertically swingable about the tilting shaft 16 and turnable in counterclockwise and clockwise directions about an axis of the swivel shaft 18. Fig.2 is a right side view of the engine 7; Fig.3 is a left side view, and Fig.4 is a cross-sectional view. The terms "left" and "right" mean left and right when the outboard motor mounted at the stern 3 is viewed forwardly from rear (rightwardly from left in Fig.1). An engine body of the engine 7 includes an engine block 20, a cylinder head 21 and a cylinder head cover 22. The engine block 20 is constructed by integrally coupling a cylinder block portion 20a integrally provided with a skirt forming a half of a crankcase, with the remaining crankcase portion 20b by a bolt 23. Two sets of upper and lower pairs of cylinders 24, 24 arranged into a laterally V-shaped configuration are disposed within the engine block 20. More specifically, the engine 7 is a V-type 4-cycle engine with pistons 25 connected to the single crankshaft 9 directed vertically through connecting rods 26. Fig.6 is a side view of the engine block 20 on the side of the cylinder head 21. As can be seen from Fig.6, the cylinders 24 are four cylinders: a pair of cylinders 24a and 24b vertically arranged on the left side, and another pair of cylinders 24c and 24d vertically arranged on the right side. These cylinders are arranged in a zigzag manner such that the left cylinders 24a and 24b are higher in level than the right cylinders 24c and 24d. Such arrangement of the cylinders makes it possible to reduce the lateral width of the engine block, as compared with another V-type engine and to reduce the size of the engine 7. Intake passages 28 are provided in the cylinder head 21 in correspondence to the cylinders 24, as shown in Fig.4 with regard to the left (left in the outboard motor, i.e., lower as viewed in Fig.4) cylinder 24. The intake passages 28 are connected to the corresponding cylinders 24 through intake valves 29 and open into side surfaces of the cylinder head 21. Intake pipes 30 are connected to such openings of the intake passages 28, respectively and extend along the side surfaces of the engine block 20 toward a crank chamber provided ahead. The intake pipes 30c and 30d shown in Fig.2 are those corresponding to the cylinders 24c and 24d shown in Fig.6, and the intake pipes 30a and 30b shown in Fig.3 are those corresponding to the cylinders 24a and 24b shown in Fig.6. Surge tanks 31L and 31R are provided on the laterally opposite sides of a front portion of the engine block 20, and the intake pipes 30a and 30b are in communication with the surge tank 31L, while the intake pipes 30c and 30d are in communication with the surge tank 31R. On the other hand, a throttle body 32 having a throttle valve therein is disposed on a front and central portion of the engine block 20, and is in communication with the surge tanks 31L and 31R through an air passage 33 which diverges laterally from the throttle body 32. Air is introduced from above into the throttle body 32 via an air introducing pipe 34. The air introduced from above via the air introducing pipe 34 is adjusted in flow rate within the throttle body 32 and then distributed into the left and right surge tanks 31. From the tanks 31, the air is supplied as combustion air through the intake pipes 30 into the corresponding cylinders 24, wherein fuel is injected from a fuel injection valve 35 and mixed with such air in the intake ports 28 (Fig.4). In Fig.2, reference character 32a is a throttle valve stem; reference character 32b is a link member; and reference character 32c is a fastener of a rubber or the like. In Fig.3. reference character 32d is a throttle valve opening degree sensor, and reference character 33b is an intake air temperature sensor. The surge tank 31 has a connection 33a to the air passage 33 on a side thereof, and has a capacity area extending vertically, i.e. upwardly and downwardly of the connection 33a. The volume of the capacity area is set as required, but a portion of the capacity area lying below the connection 33a is located out of a flow of air from the connection 33a to a connection with each intake pipe 30. Hence, should water enter an intake system, such portion also acts as a separating chamber. Reference character 93 is a drain bolt. Fig.5 is a diagram illustrating a fuel supply system. Reference character 37 is a fuel receiving pipe mounted in the outboard motor, and reference character 38 is a fuel delivering pipe mounted on a boat. By connecting these pipes 37 and 38, the fuel can be supplied from a fuel tank 39 mounted on the boat. Reference character 40 is a low-pressure filter, and reference character 41 is a low-pressure pump. The fuel pumped from the fuel tank 39 by the low-pressure pump 41 is once stored in a gas-liquid separator 42 and then supplied via a strainer 43, a high-pressure pump 44 and a high-pressure filter 45 to the fuel injection valve 35. These devices and pipes mounted on the outboard motor are disposed on the left side of the engine, as shown in Fig.3. The high-pressure pump 44 may be disposed within the gas-liquid separator 42. An exhaust valve 46 is mounted below the intake valve 29 in each of the cylinders 24 (see Fig.4), and an exhaust passage 47 is defined in the cylinder head 21 to lead to each of the exhaust valves 46. The exhaust passages 47 extend vertically through a widthwise central portion of the cylinder head 21, i.e., through an intermediate section between the array of the left cylinders 24a and 24b and the array of the right cylinders 24c and 24d to meet together at lower ends and open into the lower surface of the cylinder head 21 (see Figs.7 and 12). A valve operating mechanism comprising a cam 89a and a rocker arm 90a for the intake valves 29, and a cam 89b and a rocker arm 90b for the exhaust valves 46 is shown in Fig.12 only for the cylinders 24a and 24d, but of course, a similar valve operating mechanism is mounted for each of the other cylinders. As shown in Fig.2, a starter motor 48 is mounted on the right side of the engine block 20 with its output shaft 49 protruding downwardly. A driving gear 50 is mounted to the output shaft 49 and meshed with a ring gear which is integrally formed around an outer periphery of a flywheel which will be described hereinafter. Fig.7 is a view of the engine 7 taken in various vertical sections including an axis of the crankshaft 9, with a section of the cylinder 24c and a portion of a section of the cylinder 24b being shown. The crankshaft 9 is directed vertically, as described above, and a cam shaft 51 is disposed in the cylinder head 21 in parallel to the crankshaft 9. Upper ends of the crankshaft 9 and the cam shaft 51 are passed through the engine block 20 and the cylinder head 21. respectively to project upwardly. Pulleys 52 and 53 are fixedly mounted at these upper ends. A belt 54 is wound around the pulleys 52 and 53. Thus, the cam shaft 51 is driven by the crankshaft 9 through the belt 54. Since the engine 7 is the 4-cycle engine, the diameter of the pulley 53 is twice the diameter of the pulley 52 in order to set the rotational ratio of the crankshaft 9 to the cam shaft 51 at 2 : 1. Reference characters 52a and 53a are controlling pick-up plates. A lower surface of the engine block is formed into an open portion 55, and a lower wall of the engine block 20 is formed by a closing plate 56 for sealingly closing the open portion 55. The closing plate 56 is detachably secured to the engine block 20 by bolts 57 (Figs.2 and 3). A lower end of the crankshaft 9 is rotatably passed through to project downwardly, and a flywheel 58 is secured to such lower end. Fig.8 is an enlarged view of a portion in the vicinity of the flywheel 58 shown in Fig.7. An axial bore 59 is provided in the lower end of the crankshaft 9, and a collar member 60 is fitted in the bore 59. A circumferentially projecting annular flange 60a is formed at a lower end of the collar member 60. The flywheel 58 is secured to the crankshaft 9 by fitting a circular bore centrally provided in a bottom plate portion 58a thereof over the collar member 60 and sandwiching their peripheral portions between a lower end face of the crankshaft 9 and the flange 60a to clamp them together by a bolt 61. The collar member 60 is also integrally fixedly secured to the crankshaft 9 by the bolt 61. The flywheel 58 has a peripheral wall 58b projecting upwardly along an outer peripheral edge of the bottom plate portion 58a and is formed into a dish-like shape as a whole. A dynamo 64 is mounted within a space surrounded by the peripheral wall 58b and includes a rotor 62 fixed to the flywheel 58 and a starter 63 fixed to the closing plate 56. Further, a ring gear 65 is integrally formed around an outer periphery of the peripheral wall 58b of the flywheel 58 by shrink-fitting of a gear portion or by another means. The ring gear 65 is meshed with the driving gear 50 provided on the output shaft 49 of the starter motor 48 (Fig.2), and at the start of the eingine, the crankshaft 9 is driven by the starter motor 48. The engine mount case 4 is coupled to the lower surface of the engine block 20 along with the closing plate 56 interposed therebetween by clamping thereof using the bolts 57. (In Fig.7, reference character 91 is a shift rod, and reference character 92 is a shift rod operating member connected to the shift rod through a link system not shown, and Fig.8 is another sectional view of these portions and the bolt 57 is shown.) The engine mount case 4 extends further rearwardly up to the vicinity of the cylinder head, and is also connected to the lower surface of the cylinder head 21 into which the exhaust passage 47 opens. Fig.9 is a top view of the engine mount case 4, wherein reference characters 66a and 66b are packing surfaces extending along and abutting against the peripheral edge of the closing plate 56. A packing surface 67 is further provided to divide a space surrounded by the packing surfaces 66a and 66b into front and rear sections. The rear portion of the engine mount case 4 is in abutment against the lower surface of the cylinder head 21 through the packing surface 68 and is provided with an exhaust passage 69 communicating with the exhaust passage 47. The engine mount case 4 has peripheral walls 70a and 70b extending downwardly from the packing surfaces 66a and 66b, respectively, and an enclosure wall 71 extending downwardly from the packing surface 67 (Fig.7). All of the peripheral walls 70a and 70b and the enclosure wall 71 extend to positions lower than the flywheel 58. The periphery of the flywheel 58 is surrounded by the peripheral wall 70b and the enclosure wall 71. The lower end of the peripheral wall 70a is connected to a bottom plate 72a, and the lower end of the peripheral wall 70b is connected to a bottom plate 72b. These bottom plates 72a and 72b extend to positions below the central portion of the flywheel 58. However, the height (i.e., depth) of the peripheral wall 70b as measured from the packing surfaces 66a, 66b and 67 is lower than the height (i.e., depth) of the peripheral wall 70a and hence, the bottom plates 72b and 72a are superposed on each other in a vertically spaced apart relation below the central portion of the flywheel 58, and a mounting front opening 73 is defined therein to open forwardly. The driving shaft 10 for transmitting the rotation of the crankshaft 9 to the propeller 13 is carried in the bottom plates 72b and 72a to vertically extend through the opening 73. An upper end of the driving shaft 10 is inserted from below into an internal bore 60b (Fig.8) in the collar member 60 fitted to and spline-engaged with the crankshaft 9. The connecting member 19 for connecting the swivel shaft 18 and the engine mount case 4 to each other is also inserted from front into the opening 73. The connecting member 19 includes two left and right connecting rods 19a and 19b to extend longitudinally on opposite sides of the driving shaft 10. Tip ends of the connecting rods 19a and 19b are connected to the engine mount case 4 through a mount rubber 74. Fig.10 is a plan view of the engine mount case as viewed from below. A mounting surface 75 is formed into an annular shape on the lower surface of the engine mount case 4 (lower surface of the bottom plate 72a). Thus, the engine 7 is mounted on the extension case 5 through the engine mount case 4 by clamping the engine mount case 4 to the peripheral edge of the upper end of the extension case 5 with the mounting surface 75 interposed therebetween. An annular oil pan mounting surface 76 is also formed on the lower surface of the engine mount case 4 inside the mounting surface 75, and a peripheral edge of an upper end of an oil pan 77 is fastened to the oil pan mounting surface 76 by bolts 78, as shown in Fig.7. An opening 79 in an upper surface of the oil pan 77 communicates with the inside of the engine block 20 through an oil communication passage 80 defined in the engine mount case 4 and an opening 81 provided in the closing plate 56. And an oil returned from the crank chamber and accumulated on the closing plate 56 is passed through the opening 81 and the oil communication passage 80 and dropped from the opening 79 into the oil pan 77. However, the opening 81 is provided on the side opposite from the flywheel 58 with respect to the enclosure plate 71 of the closing plate 56. Therefore, the oil on the closing plate 56 cannot enter a portion of the flywheel 58 which is surrounded by the peripheral wall 70b and the enclosure wall 71. An exhaust pipe portion 77a is integrally formed at an upper portion of the oil pan 77 to protrude rearwardly, and an exhaust passage 82 is defined in the exhaust pipe portion 77a to communicate with the exhaust passage 69 in the engine mount case 4. The exhaust passage 82 communicates with a catalytic converter 83 juxtaposed outside the oil pan 77, and an exhaust gas purified in the catalytic converter 83 is passed through an exhaust pipe 84 and discharged from the lower portion of the extension case 5 into water. The oil stored in the oil pan 77 is drawn through a strainer 85 and an intake pipe 86 into an oil pump 87 and supplied from the oil pump 87 to various portions of the engine. The oil pump 87 is driven by the crank shaft 9 through a gear train 88 (see Fig.8). In general, the gravity center of the outboard motor body is offset toward the gravity center of the engine due to an influence of the heavy engine carried at the upper portion and is at a location higher than the tilting shaft. In the above-described embodiment, however, the flywheel 58 which was located at the uppermost portion of an engine in the prior art, is now provided at the lower end of the crankshaft 9, i.e., at the lower portion of the engine 7. Therefore, the gravity center of the engine 7 and thus the gravity center of the outboard motor body 1 is lowered to a position near the tilting shaft 16. Therefore, only a reduced moment is required to swing the outboard motor body 1 upwardly about the tilting shaft 16, thereby enabling an easy tilting-up or a prompt tilting-up. The flywheel 58 provided at the lower portion of the engine 7 is accommodated in a space between the engine block 20 and the connecting member 19. Therefore, the entire height of the outboard motor body 1 is relatively low. Further, the flywheel does not exist above the pulley 52 and hence, even if the pulley 52 made sufficiently small in diameter, there is no problem in handling the pulley. Thus, the pulley 53 may be of a small diameter, leading to a reduction in size of the outboard motor body 1. Notwithstanding that the flywheel 58 protrudes downwardly, the engine 7 can be easily placed at a predetermined location through the engine mount case 4 having the peripheral wall 70 extending to a position below the flywheel 58 and particularly, can be easily and satisfactorily mounted on the outboard motor body 1. In addition, since the flywheel 58 has the upper and lower portions covered by the closing plate 56 and the bottom plate 72, and its periphery is covered by the peripheral wall 70b and the enclosure wall 71, water or the like is difficult to enter the area of the flywheel 58 from the outside and hence, the dynamo can be mounted without any influence exerted to portions around the dynamo 64. Further, the engine 7 in the present embodiment can also be utilized as a horizontal power source with the crank shaft 9 directed horizontally, by sealing the opening 81 in the closing plate 56, or by replacing the closing plate 56 itself and removing the oil pan 77. In the starter motor 48 of the engine 7, the output shaft 49 thereof protrudes downwardly from the motor body to engage, from above, the ring gear 65 formed on the flywheel 58 located below the starter motor 48 and hence, the need for water-proofness of such portion of the motor 48 can be avoided or reduced. In the engine 7, the power take-off driving shaft 10 and the flywheel 58 are mounted at the same end of the crankshaft 9 and therefore, the vibration of the engine due to the crankshaft 9 is reduced. As set forth above, the oil pan 77 is mounted in the suspended manner on the lower surface of the engine mount case 4 within the extension case 5 by fastening the peripheral edge of its upper end with bolts 76. The oil pan 77 has an oil reservoir chamber which is in communication with the oil communication passage 80 through an opening 79 in the oil communication passage 80. Oil on the closing plate 56 is passed through the opening 81 and the oil communication passage 80 and drops into the oil reservoir chamber. The oil in the oil reservoir chamber is drawn through strainer 85 and an intake pipe 86 into oil pump 87 and pumped to various portions of the engine by the pump 87. The oil pan 77 is provided at its upper portion with an extension portion 77a which extends rearwardly along the lower surface of the engine mount case 4 and covers the opening of the exhaust passage 69. The extension 77a has an exhaust passage portion 82 defined therein, which communicates with the exhaust passage 69 through said opening and opens into the lower surface of the extension 77a. The exhaust passage portion 82 and the oil reservoir chamber are isolated from each other. The catalytic converter 83 having an exhaust emission control catalyst contained therein, is fastened and fixed to the lower surface of the extension 77a along the oil pan 77 by bolts 78a with its upper opening matched to an opening of the exhaust passage portion 82. A recess 95 is defined outside the oil pan 77, so that the catalytic converter 83 can be accommodated. An exhaust pipe 84 is connected to an outlet provided at a lower portion of the catalytic converter 83 supported on the oil pan 77, and extends downwardly within the extension case 5. The exhaust pipe 84 forms a portion of the exhaust passage located downstream from the catalytic converter 83. A portion of the exhaust passage located upstream from the catalytic converter 83 is formed by the exhaust passage 69 and the exhaust passage portion 82. Exhaust gas from each cylinder 24 passes through the exhaust passages 47 defined in the cylinder head 21, the exhaust passage 69 defined in the engine mount case 4 and the exhaust passage portion 82 defined in the extension 77a of the oil pan 77 into the catalytic converter 83, where the exhaust gas is purified and then passes through the exhaust pipe 84 and is discharged from the lower portion of the extension case 5 into the water. In the present invention, the catalytic converter 83 is mounted in that portion of the upper area within the outboard engine structure body casing 6 which is relatively wide near the engine mounting area, as described above, and therefore, the catalytic converter 83 is easy to place. Further, since the catalytic converter 83 is fixed to the extension integral with the oil pan 77 by bolts 78c, the catalytic converter 83 can be simply and firmly supported within the outboard engine structure body casing 6 and easily connected to the exhaust passage in the above manner. The present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The presently disclosed embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims, rather than the foregoing description, and all changes which come within the meaning of the claims, are therefore, to be embraced therein.

Claims: An outboard engine structure comprising: (a) an engine body case (4, 5); (b) an engine (7) mounted in said engine body case (4, 5); said engine (7) comprising a vertically orientated crankshaft (9), a flywheel being mounted thereon below the engine (7) (c) an exhaust passage means (47, 69, 82, 84) vertically oriented in said engine body case (4, 5), for carrying exhaust gas from said engine (7) and discharging the exhaust gas into water; (d) an oil pan (77) mounted in an upper portion of said engine body case (4, 5); and (e) a catalytic converter (83) mounted in said exhaust passage means (47, 69, 82, 84), positioned adjacent said oil pan (77), (f) said oil pan (77) including an extension portion (77a) integrally formed thereon, and said catalytic converter (83) being fixed to and supported on said extension portion (77a). An outboard engine structure as set forth in claim 1, wherein said exhaust passage means includes an upstream portion (47, 69, 82) extending from said engine (7) to said catalytic converter (83) and a downstream portion (84) extending from said catalytic converter (83) to an exhaust opening into the water. An outboard engine structure as set forth in anyone of claims 1 to 2, wherein the oil pan (77) comprises a recess (95) and the catalytic converter (83) is mounted to the extension portion (77a) such that it is accomodated in said recess (95).

Inventors: KOISHIKAWA KOUJI, SUZUKI HITOSHI, TSUNODA MASAKI, KOISHIKAWA, KOUJI, SUZUKI, HITOSHI, TSUNODA, MASAKI
Applicants: HONDA MOTOR CO LTD, HONDA GIKEN KOGYO KABUSHIKI KAISHA
Application year: 1994
Main classification: F02B61
IPC codes: F02F1, F01M11, F02B75, F02B61, F02B1